Airplane



R. HALL AIRPLANE 'Aug. 11, 1931.

Filed April 5, 1928 Patented Aug. 11, 1931 STATES.

RANDOLPH F. HALL, OF ITHACA, NEW YORK AIRPLANE Application filed Apr11'5, 1928. Serial No. 267,625.

This invention relates to certain improvements in airplanes; and the nature and objects of the invention will be readily recognized and understood by those skilled in the aeronautical art in the light of the following explanation and detailed description of the accompanying drawings illustrating slsts 1n the semi-automatic control and operawhat I at present consider to be the preferred embodiments or mechanical andaero- 1 dynamical expressions of my invention from among various other types, forms, arrangements, combinations, and constructions of which the invention is capable within the spirit and the scope thereof. f Certain types of airplane wings or lift sur- 7 faces utilize the principle of the displacement of air through slots and/or passages to increase the lift developed by such wings, and to substantially eliminate or materially w reduce the possibility ,ofthe so-called stall under low-speed, high angle of attack, or high-lift conditions. Generally such types of wings provide for rendering the slots and/or the air displacement passages operative under and in order to develop the highlift conditions, and for rendering the same inoperative under and to permit of developing high-speed, low angle of attack conditions, either through the medium of manually controlled means, or through the medium of automatically controlled means. The means for converting the wings from the high-liftconditions to the high-speed, low attack angle conditions, usually, although not necessarily, take the form of vanes, flaps, or auxiliary surfaces which, whether manually or automatically controlled; function to render the slots and/or passages operative or inoperative under the desired conditions, and when rendering the slots and/or passages inoperative are preferably designed and arranged to convert or form the wing to relatively high-speed characteristics.

The present invention contemplates and provides for the semi-automatic operation and control, that is, an operation and control which may be partially manual and partially automatic, of the means for rendering the slots and/or air displacement passages operative and inoperative, with the objects in view from among others, of securing simplicity of design and construction, with reliability of operation, positiveness of action, and the various factors attendant thereto and resulting therefrom. v

One characteristic of the invention co'ntion in which the automatic operation is dependent upon and isinitiated by and follows the manual control and operation as a result of conditions set up and established by the manual control, so that the conversion of the wing or lift surface through the rendition of the slots and/or air displacement passages, 5 operative and inoperative, is under the arbitrary control of the manually operated and controlled means, but is carried out and completed by the automatic means.

Another characteristic and feature of the invention resides in the employment of the foregoing semi-automatic principle of control and operation with wings or lift surfaces of the slotted and/or air displacement passage types, and with high lift wings of the flap types, or in combinations of the slot and/or air displacement passage and flap types.

A further feature of the invention is found in the mounting and arrangement of control surfaces for a wing on and in cooperative relation with the means for converting the wing to the high lift or to the high speed conditions, by which such control surfaces are operable independently of and simultaneously and during the operation and control of the wing converting means.

Another feature of the invention consistsin the design, mounting and operation of the automatically controlled and operated means of the invention for converting or render ing the slots and/or air displacement passages operative or inoperative to obtain the desired high lift, or obtain the high speed, conditions of the wing.

A further characteristic andfeature of the invention is found in the relative and cooperative mountings and arrangements of the manually controlled and operated means and the automatically operated means, onand in combination and relation to the wing or lift surface and the air displacement slots and/ or passages thereof, in order to secure the efficient functioning and operation of the wing.

With the foregoing general characteristics, features, and objects, as well as certain others in view which will be readily apparent and understood from the following explanation, the invention consists in certain features in design, arrangement, combinations, and operation of elements and parts, as will be more fully and particularly referred to and specified hereinafter.

Referring to the accompanying drawings:

Fig. l is a vertical, transverse and more or less diagrammatical section through a wing of the air displacement slot or passage type embodying the principles and certain featurcs of the invention, and showing the semiautomatic passage controlling means in open position for the high lift condition of the wing, the means being shown in closed position by dotted lines.

Fig. 2 is a vertical, transverse section, more or less diagrammatical, through another form and arrangement of the semiautomatic passage controlling means in open position for the high or increased lift condition, the means being shown in closed position in dotted outline.

Fig. 3 is a view similar to Fig. 2, but showing an arrangement and mounting of lateral control surfaces of ailerons thereon operatively carried by the manuall controlled rear passage closing vanes or aps of the wing.

Fig. 4 is a view similar to Fig. 3, showing a modified form of wing thereof, in which forward flaps are interconnected with and for operation by the rear passage closing vanes or flaps of the wing.

As an example purely and not as a limitation, I have selected and disclosed herewith for the purpose of explaining the prin ciples and the various features of my invention in order to enable those skilled in the aeronautical art to understand the same, an airplane wing or lift surface of the type having an air displacement passage formed therein and extending rearwardly therethrough. The type of wing here shown happens to take the form and present the principle of the wings disclosed in my United States Patent No. 1,559,091, dated @ctober 27, 1925, in which an air displacement passage is formed through a wing between spaced airfoils; However, the present invention is in no sense restricted or limited to application to, or embodiment in the general type of wing, or the particular form of such type here shown, but is of broad and general application to wings or lift surface of the slot ted and/or air displacement passage types, as well as to wings or surfaces of the flap or variable camber types for securing increased lift, all of which will be readily recognized by those skilled in the art after the following description and explanation.

An aerodynamical and mechanical adaptation of the broad principles and certain features of the invention is presented by Fig. 1 of the accompanying drawings, in which a wing W is more or less diagrammatically shown as embodying spaced upper and lower airfoils 10 and 11 providing an air displacement passage 12 estending rearwardly therebetween. The form of the wing W here shown provides the upper airfoil 10 as cf relatively thin section terminating forwardly in the downwardly extending relatively thick nose section 14 forming the leading edge portion of the wing; and the lower airfoil 11 as of considerably less chord than upper airfoil 10 and spaced in fixed position below and intermediate the upper airfoil 10, but to the rear of and relatively within the horizontal plane of the lower surface of the wing leading edge portion or section 14;, of the upper airfoil. The airfoils 10 and 11 are suitably fixed together in any desired manner, forming no part of the present invention, as for example, by the usual or any desired arrangement .of transverse ribs or spacing and connecting trusses or structures (not shown) to provide the wing W having the air displacement passage 12 extending therethrough, and opening at its forward inlet end downwardly through the lower surface of wing W between the leading edge of airfoil 11 and the wing leadin edge ortion it formed by the upper airfoil 10. he passage 12 is open and provides for outlet or discharge therefrom through the rear of the wing WV at the under side of airfoil 10, and between airfoil 10 and the lower airfoil 11, as will be clear by reference to Fig. 1, of the drawings.

In the particular example hereof means are provided for closing the ends of passage 12 to convert the wing to present a single substantially unbroken airfoil section, and for opening the passage to permit displacement of air therethrough to increase the lift developed by the wing, as will be understood by those skilled in this art; and in accordance with the present invention such means are semi-automatically controlled and operated.

A vane or airfoil 20 is mounted in position across the forward inlet end of passage 12, between leading edge section 14.- and the leading edge of the lower airfoil 11. This vane 20 is pivotally mounted for swinging or rotation around a longitudinal axis provided by asuitalole shaft, tube, or the like 21, so that, in one position, shown in dotted lines, vane 20 is disposed across and closing the inlet end of passage 12, extending between leading edge section 14 and airfoil 11, while in open osition the vane is swun to extend outward y and forwardly from t e passage 12 to open this assage for entry of air thereinto, the vane y'its open position directing and tending to force entry of air into the passage, as shown in Fi 1. i

The vane 20 in this instance is manually controlled and operated by any suitable or desired mechanism, such as that diagrammatically shown in Fig. 1; and. embodying a lever 22, carried at hny suitable point on an airplane. and connected at one end on shaft 21 which carries-and rotates vane 20. A

- suitable lockin quadrant or the like 23, is

. throu a suitable horn or crank 32 fixed to and ex-'.

of the passa e, sion of wing W rovided by w ich the lever 22 can be reeasably secured in the desired position the medium of a dog 24. A a or the like 30 is ivotally mounted along the trailing ed 0? lower airfoil 11,

in rearward and airfoil contour continuationtrolled and operated, and in the resent instance is assisted through the me ium of an expansion spring. 31, which is connectedat one end on the interior of the wing forwardly of flap 30, in the example hereof to upper airfoil 10, and at its rear end is connected to tendin upwardl from the forward section of the ap 30. The arrangement of spring 31 is such that it normally draws and maintains flap 30 in raised position-closing the rear or discharge end of passage ,12, but upon the building; up of ressures in passage 12 by the entry of air t ereinto, the flap is forced downwardly against thetension of spring 31 to passage openin position, as well as to position increasing t e camber of the lower alr- "foil '11. (See the full line positions of Fig. 1.)

In 0 ration and use, the wing W as de-" scri 1 above, for high speed, low-attack angle conditions of flight, is operated with the forward, manually operated vane 20 closed by lever 22, in the dotted line position of Fig. 1. With vane 20 closed, entry of air into the displacement passage 12 is cut off, and the sprin 31 maintains the rear flap 30 in raised position closing the rear end to a single airfoil section, as will-be readily understood. When it is desired to increase the lift of win W for high lift or high attack angle conditions of flight,

and completing the converthe vane 20 is manually swung,,through lever 22, to open position shown in full lines in Fig. 1, and in this open position air flows into passage 12, aided by the position of vane 20, and builds up pressure in the passage, whereupon the rear flap is operated and automatically swung downwardly against the tension of spring 31 to complete the conversion of the wing to high lift, passage operative, condition.

To reconvert the wing to high speed condition, the vane 20 is manually swung toclosed position 12 and stop flow of air therethrough,

which destroys pressure on'rear flap 30 and sopermits spring 31, aided by the pressure on the under side of fiap 30, to automatically close or raise flap 30 and close the rear of passage 12 and complete the conversion of the wmg for high-speed, low angle operation.

In the foregoing manner a semi-automatic control results in which the operation of the wing is arbitrarily manually controlled and initiated to cause a following, dependent and automatic operation completing the conversion or change in the wing to and from high lift or high angle of attack operation.

The invention provides for maintaining the automatically controlled and operated rear flap 30 in fixed position after it is swung downwardly in passage opening position, until themanual o eratlon of the forward vane 20 to close the orward inlet end of passage 12, which manual operation releases the rear flap for automatic return thereof to closed position. In the particular example of Fig. 1, a 5 ring member or catch 33 is fixed to and spends downwardly and rearwardly from the fixedlower airfoil 11 adjacent the trailing edge thereof and this spring member is so formed as to have a depression therein providing a seat for engaging a member. The rear flap 30 is provided wltha depending finger or projection 34, which is fixed in such position thereon as to engage the spring member 33 and snap into the depression thereof when flap 30 is swung downwardly to open position, as clearly shown by full lines in Fig. 1. The spring member 33 engages finger '34 and retains flap 30 in fixed,

lowered, and passage opening position.

In order to release flap 30 from member 33,

a cable, rod or the like 35 is connected to member 30 and extends forwardlyv and is connect .ed to a born or crank 25 depending from and movable with the manually operable forward vane 20. The arrangement of cable 35 is such that in open position of vane 20, the spring member 33 takes a position for retaining engagement with flap finger 34, but upon swinging of vane 20 to passage closing position the spring member 33 is drawn or sprung forwardly by cable 35 to release finger 34 and permit of automatic operation of flap 30 to closed position.-

Attention is here directed to the fact that,

I as

\arrangements are inclu the resilient or spring means in the automatic operation of the passage and/or slot opening and closing vanes or flaps, such as rear flap 30, of Fig. 1, are properly designed and arranged so as to maintain the vanes or flaps in proper wing relation for varying conditions encountered. The invention rec-' ognizcs and contemplates-the effect or influence of such factors as flap location, pivot P911113 bnlqnnn surface nassggewav 'nrnngrn 7 N is of complete airfoil secticn an" eon-tour,

although not so limited, while'the wing leading edge portion 14' formed by the dependin ii'v'iii iFuviU'i'i U1 iii) 10, is provided with a vertically-disposed slot or slots 14;", as the case may be, extendin from the inner side thereof forwardly, an

rearwardly inclined, all for a purpose appearing hereinafter. The forward inlet or intake end of the displacement passage 12, {at the rear of leading edge portion 14 through the lower or under surface of wing W, is

controlled and o ened or closed by an automatically contro led and operated vane or flap 40, while the rear or discharge end of passage 12 is opened and closed, in accordance with the invention, by a manually controlled vane'or flap 50, upon which, in the present instance the automatic operation of forward vane is dependent.

The forward automatically controlled and operated vane 40 for opening or closing the intake end of discharge passage 12, is ivotally mounted in this instance alon the orward edge thereof, to and along t e lower inner edge portion of the wing leadin ed e 14:, across slot or slots 14" therein, as dlear y shown in Fig. 2. The vane 40 is swinga'ole vertically to lowered passage closing position, as shown in dotted lines in Fig. 2, extendin across, and between the leading edge 14' and lower airfoil 11, to form a portion of and carrying out the lower surface contour of wing W. The vane 40 is of such a chord that in lowered passe e closing sition, the trailing edge thereo? is spaced forwardly from the leadin edge of the lowerairfoil 11', to form an provide a gap or opening 41 through the under or lower surface of wing W into passage 12, as will be, explained more fully hereafter.

The automatic operation of vane 40, is obtion of vane 46 into, the slot 14".

, Lamas:

of section 14 thereof, and at its opposite end to a crank, arm, or the like 43 extendin upwardly and forwardly from the forwar porrangement of spring 42 is such that it normall draws crank 43 rearwardly and upwar ly in slot 14", to swing and maintain t e pivotally mounted vane 40 in lowered passage closing position, a stop 44 being provided against wh1c crank 43 engages to llmit downward swinging of the vane and insure proper lowered position. of the wine withrespect to lower airfoil/ 11'. With this arrangement and mounting of vane 40 and spring 42, the

vane is readil swingable upwardly and forw'ardly into t e wing, agamst the tension of spring 42, to osition opening passage 12 for entrv of air ta reintc. as shewn' bv lull lin is in Fig. 2.

The manually controlled and o erated rear of an aero foil or lift section and is pivoted on a longitudinal axis 51, intermediate the leading and trailing edges thereof, with the portion of the vane or flap forward of its axis forming a balance surface therefor to reduce operating forces and eliminate possible flutter. The flap 50 is mounted and disposed in position between and extending rearwardl from and beyond the trailin edges of t as upper and lower airfoils 10 an 11, and in normal horizontally disposed sition thereof, shown in dotted lines in ig. 2,. substantially closes the rear or discharge end of displacement passage 12 while t e upper and lower surfaces of this fiap 50 form rearward continuations of the upper and lower airfoils 10 and 11, to carry out and complete the contours and airfoil section of the wing W to present the wing as the single airfoil section for high-speed, low-angle condition, as will be readily understood. Preferably, as shown by Fig, 2, the upper airfoil 10 has the trailing edge portion thereof cut away, or provides the trailing edge portion thereof along flap 50 disposed at the forward or balance surface thereof, so that fla 50 forms the rearward continuation in c osed position of the upper surface of airfoil 10.

The rear vane or flap 50 is swingable downwardly on its axis 51 to the sition shown in full lines by Fig. 2, and in t is position opens the rear or discharge end of pwage 12, to

1 provide an outlet between the raised forward or balance portion of the flap and the trailing edge 0 lower airfoil 11', while at the same time increasing the camber of the wing W. The operation or swinging of flap 50 is carried out manually through the medium This nr Fig. 2, which increases the camber of the names:

of any suitable or desired mechanism such as that diagrammatically indicated in Fig. 2, t and comprising a hand lever 52 fulcrumed at 53 intermediate its length, and pivotally connected at its free end by a link 54: with adepending horn or crank 55 secured on the flap or vane 50. Obviously, and the invention so contemplates and includes, the manual operating mechanism for flaps 50 on the wings W of an airplane can be of the conventional aileron operating type to secure a differential operation of the flaps 50 on opposite wings W, for lateral control, and also for securing a simultaneous and equal raising or lowering of such flaps on opposite wings.

In the high-speed, low incidence or attack an le conditions of flight with the wing W embodying the form and arrangement of the invention resented by Fig. 2, the manually controlle and operated rear flap or surface 50 is swung to its substantially horicon itions of operation, the lever 52 is opzontal, passage closing position. shown in dotted lines, and the forward, automaticallycontrolled and operated vane 40 assumes and is maintained, through the action of the spring 42, in downwardly swung position ciosing, with the exception of gap 41, the forward inlet end of air displacement passage 12, as indicated by dotted lines in Fig. 2. The wing W is thus converted to and resents a single, substantially unbroken air oil section or lift'surface with the air displacement passage closed and rendered inoperative b the forward and rear vanes or flaps- When it is desired to increase the lift of win W and create the low-speed, high-lift erated to swing rear vane or flap downwardly to the position shown by full lines in wing, while at the same time opening the rear or discharge end of passage 12 for displacement and flow of air therethrough and therefrom. The increase in wing camber by rear lie 50 reduces airflow velocity on the under -si e of wing W with a resulting increase in under pressure, which increase in pressure overcomes the force of spring 42 and the weight of vane or flap swinging 1* a0 upwardly to t e full line positron of i 2, and permitting flow of air into and dlsplacement through passage 12, the discharge end of which passage is opened by rear fiap 50. The wing W, thereupon functions and operates at an increased lift but lower speed by the action of the airflow upon both the upper and lower airfoils 40 thereby raising or.

- 10 and 11', aided by the increased camber of the wing contributed by rear fia 50.

In order to convert t e wing I" of Fig. 2,

from the low-speed, high-lift condition, to the high-speed, low angle condition, the rear flap 50 is raised by operation of lever 52, to the dotted line position closing passage 1.2

thereon in the usual manner and formin portion of the trailing or rear section of ap' velocity of. airflow at the underside of the wing with resultant decrease of pressure acting upwardl on vane 40, which with the stoppage of ow through passage 12, enables the spring 42 to swing the vane 4.0 to lowered position, as shown by dotted lines, thus completing automatically the conversion of the wing initiated by the manual operation of the rear vane or flap 50.

The ap 41 between forward vane 40 and lower airfoil 11 provides for initial flow of air into passage 12 to assist in opening) vane 40, asthe rear of passage 12 is opened y the lowering of rear flap 50. The necessity for such gap is dependent u on certain factors and the general design 0 the wing and the forward vane 40, and the invention is not restricted to the provision of suchan initial air flow gap or opening.

In Fig. 3 of the drawings, an aileron or lateral control surface arran ement and mounting of the invention, is isclosed applied to a manually operated rear fiap 50 for the form of wing W of Fig. 2. According to this feature of the invention'the rear fla 50 is prbvided with an aileron or contro surface 60 pivotally mounted and carried 50. The aileron 60 is rovided with the usual control or operating 0m 61, by which the same can be vertically swung on flap 50. A

. rock or torque shaft 62 is mounted longitudinally of the upper airfoil 10 on the under side thereof within passage 12, in the present instance, and forwardly of rear flap 50, a shield 63 being preferably provided along and over the shaft 62 within passage 12. A crank 64 is fixed on shaft 62, and extends upwardly and swingably through and above upper airfoil 10. The upper free end of crank 64 is connected and coupled with the upper end of the aileron control horn 61 by a link 65 extending between and pivotally connected with horn .61 and crank 64. The torque shaft 62 is coupled operatively with the usual pilots control for rocking to swing crank 643 and through link 65, raise and lower aileron 60, and where ailerons 60 are mounted in the usual manner on opposite wings of an airplane the conventional differential operation thereof is carried out for lateral control.

With the torque shaft 62 held stationary by the pilot, for example in the neutral aileron position, then lowering or deressing of the rear flap 50 to convert wing to high lift operation, will cause the aileron or ailerons 60 to automatically rise with respect to the flap 50 and remain in their initial peeition with respect to the-w ng because the link remains in fixed relation with and to crank 64. The aileron 60 is thus independent of the operation of flap 50 and its operation and positions and is independently operable by the pilot for lateral control with the fla 50 in either raised or lowered positions. he aileron 60 thus permits of effective and efiicient lateral control with the flap 50 in lowered position and particularly in the conditions approaching stall, as will be understood by those skilled in'the art. Through such ailerons 60 and their control and operating mechanism, the difi'erential operation of rear flaps 50 for securing lateral control becomes unnecesssary and the rear flaps are operated by the separate manual control mechanism 52-=-5e-55 for simultaneous operation of the flaps on oppositewings. It is of course understood that where the rear flaps 50 do not e'ktend or occupy the entire span of wing W ,then

if desired or found expedient the usual mounting of an aileron on the wing entirely independent of and removed from flap 50 is contemplated, or that where the differential control of flaps 5O referred to in connection with Fig. 2, the use of ailerons 60 is not required.

An arrangement of plural and interconnected flaps including, and for manual control through rear flap 50 of a of the form of Fig. 2, is presented in Fig. 4. In this arrangement, the lower airfoil 11 of wing W has a flap or vane pivotally mounted thereon and forminga portion thereof, with fiap 7 O swingable downwardly from normal raised position alined with airfoil 11, as shown by full lines in Fig. 4. The fiap 70 is interconnected and operated by and simultaneously with and from rear flap 50, through the medium of a link 71 pivotall connected to and between depending cran 72.0n flap 50 and depending crank 73 on flap 70of airfoil 11. The arrangement and relative mounting of cranks 72 and 73, with link 71, is such that, with the rear flap 50 in its raised, dotted line position, the flap 70 is raised in its normal position alined with and in lower airfoil 11 of the wing W, while lowering of the rear flap 50 to passage 12 opening and wing camber increasing position shown in full lines by Fi 4 lowers flap 70 to its full line position as shown with flap 50 at a greater angle than the flap l0. The difference in the angle of depression or lowerin of flaps 59 and 70 is carried out in the present example throu h the relative lengths of the cranks 72 and %3 to secure greater angular movement for flap 50 than for flap 70, although theinvention intends other arrangements for interconnecting the flaps and other relative lowered position angles, or if desired the lie s can assume the same or equal angles ofepression. It is to be f"rth=r noted h"re that the invention contemplates the use of a plurality 'and/or slots, or a plurality of both the automatic and manually operated vanes or flaps may be provided for each passage and/or slot, as desired. With the automatically operated and controlled vanes or flaps any desired number of springs or equivalent means can be mounted along the span of such vanes or flaps, and so with the manually operated and controlled vanes or flaps, they may be operated from and at several points along their span, the invention in no sense being restricted in such respects to either a single automatic operating means, or a single point for manual operation and contro It is to be further noted that under certain conditions the automatic operation of the passage controlling means or member can e carried out without the necessity for or use of springs, and the invention recognizes this fact and includes such operation within its scope, as well as other arran ements and equivalent means or mechanisms for obtaining the automatic operation within the principles of the invention. 1

While described and shown as applied to and embodied in airplane wings, the term wing herein and in the appended claims is employed in a broad, generic sense to include any and all lift surfaces, including control surfaces, to which the invention is applicable or may beadapted. The term passage, as used herein and in the appended claims, is

intended and to be interpreted in a broad sense to cover and include a slot or slots or any opening or space, or plurality thereof, in or on a wing for the displacement of air within the principles of the invention.

It is also evident that various changes, modifications, variations, substitutions and eliminations might be resorted to without departing from the spirit and scope of my in vention, and hence I do not wish to limit myself to the exact and specific disclosures made herewith by way of example.

What I claim, is:

1, In a high lift wing, an automatically operated flap member for increasing the camber and lift of the wing, and means for releasably retaining the flap in camber in-. creasing position;

2. In a high lift wing having an air displacement passage, an automatically operated flap member for opening and closing the passage and a manually controlled and 'by the closing of the I passage, a. manually automatically operated to ically olperated member foropening and closing t e passage, the automatic 'fiap member caused to operate to open and close the assage by the opening and clbsing thereo by the manual member, means for automatically retaining said fia member in passage opening position, an said means operated manually operated member, to release'the fiap member for automatic operation to close the passage.

3. In a wing having an air displacement operated pivotally mounted flap for opening and closing the discharge end of the passage, said flap in passage openin position lowered to increase the Wing. carrier, and an automatically operable flap for opening and closing the inlet end of the passage, said automatic flap operated to open the passage by the pres-.'

sure conditions established when the manually controlled flap is lowered to open the passage and increase the wing camber, and close the passage when the manually operated fiapis raised 0 passage closing camberdecreasing position.

4. In an airplane wing of the variable'lift type, a manually operated wing lift varying member and an automatically operating member controlled by said manually operated member for cooperation therewith to cause the wing to develop an increased lift, the operation of the manually operated Wing member establishing air condiions acting on and causing operation of the automatic member in accordance with the air conditions established by the manual- -ly operated member, to increase ordecrease the lift developed by the wing.

5. In an airplane wing of the variable lift airdisplacement passage type, semi-automato crating means for causing said wing todeve op an increased lift, embodying an automatically operating member for opening the wing passage for displacement of air therethrough to increase the lift developed by the wing, and manually operable mechanism for controlling said automatic member to cause such member to operate, or to maintain the same against operation.

6. In an airplane wing of the variable lift air displacement passage type, a member automatically operated under high angle of attack conditions of the wing for opening the wing passage for displacement of air there- I through to increase the lift developed by the closing the passage against an increased lift, means for opening said passage for fiow of air therethrough and for flow of air therewing, and manually operable means formg an air displacement passage for flow of air therethrough to cause the wing to develop through, the said means embodying; an automatically operating member normally closing the passage and actuated to open the passage by flow of air therethrough, and'a man ually operable member for opening the passage to cause flow of air therethrough and opening of the automatic member, and for closing the passage against flow and return of the automatic member to normal passage closin position.

8. an airplane wing of the variable lift type having an air displacement passage for flow of air therethrough to cause the wing to develop an increased lift, a manually controlled member for opening and closing one end of the passage, and an automatically operating member for opening and closing the opposite end of the passage, operation of the manually controlled member to open or close the passage establishing air conditions acting upon and causing operation of the automatic member to open or close the passage. h p

9. In an airplane wing having an air displacement passage for flow of air therethrough to cause the wing to develop an increased lift, a manually controlled member for opening and closing the air displacement passage, and an automatically operating member for opening and closing the passage, said automatic member normally in passage closing position with the manually controlled member in closed position and the passage inoperative to increase the wing lift, and the said automatic member caused to operate to open the passage by the air flow conditions established when the manually controlled member is in passage opening position.

v 10. In an airplane wing having an air displacement passage for flow of air there through to cause the wing to develop an increased lift, automatically operating means normally in position closing said passage, and manually controlled means for operation to establish air conditions causing oper-. ation of said automatic means to open the passage and cause flow of air therethrough to increase the lift developed by the wing.

11. In an airplane wing having an air dis placement passage for fiow of air therethrough to cause the wing to develop an increased lift, a manually operated member for opening the inlet end of the passage for flow of air thercinto and for closing the inlet end of the passage against such flow, and an automatically operating member for opening and closing the discharge end of the passage, said automatic member opened by the air conditions established with the manually ;operated member in passage opening position and closed by the air conditions established with said manually operated member in closed position.

12. In a variable lift wing having an air displacement passage for flow of air therethrough to cause the wing to develop an increased lift, an automatically operating member for opening an closing said passage to vary the lift of the wing, and means for maintaining said member in fixed relation to the wing against automatic operation.

13. In a variable lift wing, an automatically operating member actuated by changing airflow conditions acting thereon for varying the lift of the wing, and manually operated means for control ing and changing the airflow conditions acting on said member for causing operation of said member or for maintaining said member against automatic operation.

14:. In a variable lift wing of the air displacement passage type an automatically operating member movably mounted on the wing for opening and closing the air dis-. placement passage to vary the lift of the wing, and manually controlled mechanism for releasably locking said member against movement.

15. In a wing, a pivoted flap member, an aileron pivotally mounted on and carried by said flap member, and means for operating the aileron independently of the flap member, said aileron operating means maintaining the aileron in relative angular adjusted positions with respect to the wing during movement and in all positions of the flap member.

16. In a wing, a pivoted fiap member, an aileron pivotally mounted on and carried by said flap member, and means for maintaining said aileron in relative angular position with respect to the wing in all positions of said flap member.

17. In a wing, a pivoted fla member, mechanism for operating said ap member, an aileron pivotally mounted on and carried by said flap member, means for operating said aileron independently of said flap member, and the said aileron operatin means maintaining'the aileron in angularIy adjusted positions relative to the wing in all positions of the flap member.

18. In a vari ble lift wing having an air displacement passage for flow of air therethrough to increase the wing lift, a manually operated flap pivotally mounted on the assage,

wing for opening and closing said another flap pivotally mounted on t e wing for vertical swinging to and from position depending from the under side of the win and means operatively coupling said flaps or simultaneous operation thereof by manual operation of said first mentioned flap to swing said second mentioned flap to depending position when said first mentioned fiap is swung to passage opening position.

19. In a wing having an air displacement passage, a nivotallv mounted flap for opening and closing the discharge end of the passage, and a member for opening and closing the inlet end of the tomatically actuate to open the passage by the air pressure conditions established when said flap is lowered to open the discharge end of the passage, and actuated to close the passage when said flap is raised to position closing the discharge end of the passage.

20. In a wing having an air dis laeement passage for flow of air therethroug to cause the wing to develop an increased lrft, a member for opening and closing one end of the passage, and a member for opening and closing the opposite end of the passage, operation of one of said members to open or close the 'passa e establishing air conditions acting upon an causing operation of the other of said members to open or close the passage.

21. In a variable lift wing having an air displacement passage for flow of air therethrough to cause the wing to'develop an increased lift, a pivotally mounted vertically swingable flap in normal raised position forming a portion of the normal contour of the wing and closing the discharge end of said passage, and in lowered position opening the discharge end of the passage and increasing the wing camber, a pivotally mounted vertically swingable member for o ning and closing the inlet end of sai passage, and said member automatically swung to open the inlet end of the passage by air conditions established when said flap swings to lowered passage discharge end opening and wing camber increasing position,

and automatically swung to close the inlet end of the passage by air conditions established when said flap swings to normal raised, passage discharge end closin position.

Signed at thaca, New ork, this 31st day of Man, 1928.

RANDOLPH F. HALL.

passage, said member au-. 

